DE112012007072T5 - Vehicle traveling control device - Google Patents

Vehicle traveling control device

Info

Publication number
DE112012007072T5
DE112012007072T5 DE112012007072.0T DE112012007072T DE112012007072T5 DE 112012007072 T5 DE112012007072 T5 DE 112012007072T5 DE 112012007072 T DE112012007072 T DE 112012007072T DE 112012007072 T5 DE112012007072 T5 DE 112012007072T5
Authority
DE
Germany
Prior art keywords
vehicle
engine
running mode
inertia
mode
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE112012007072.0T
Other languages
German (de)
Inventor
Takuya Hirai
Masaki Mitsuyasu
Jonggap Kim
Masaki MATSUNAGA
Yasunari Kido
Takeaki Suzuki
Takayuki Kogure
Yukari Okamura
Akihiro Sato
Rentaro Kuroki
Yusuke Kinoshita
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to PCT/JP2012/078227 priority Critical patent/WO2014068719A1/en
Publication of DE112012007072T5 publication Critical patent/DE112012007072T5/en
Application status is Pending legal-status Critical

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18072Coasting
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66Electrical control in fluid-pressure brake systems
    • B60T13/662Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02Arrangements of pumps or compressors, or control devices therefor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18Safety devices; Monitoring
    • B60T17/22Devices for monitoring or checking brake systems; Signal devices
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00Brake-action initiating means
    • B60T7/02Brake-action initiating means for personal initiation
    • B60T7/04Brake-action initiating means for personal initiation foot actuated
    • B60T7/042Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00Brake-action initiating means
    • B60T7/12Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18109Braking
    • B60W30/18136Engine braking
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D13/00Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/06Cutting-out cylinders
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D29/00Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/12Introducing corrections for particular operating conditions for deceleration
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/12Introducing corrections for particular operating conditions for deceleration
    • F02D41/123Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21Providing engine brake control
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02Active or adaptive cruise control system; Distance control
    • B60T2201/022Collision avoidance systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18072Coasting
    • B60W2030/1809Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/18Braking system
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00Input parameters relating to the driver
    • B60W2540/12Brake pedal position
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/50Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501Vehicle speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/50Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/502Neutral gear position
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2250/00Engine control related to specific problems or objectives
    • F02D2250/41Control to generate negative pressure in the intake manifold, e.g. for fuel vapor purging or brake booster
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/18Varying inlet or exhaust valve operating characteristics
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/76Transmission of mechanical power

Abstract

There is provided a vehicle travel control apparatus that can both improve the fuel economy of the vehicle in overrun, and can ensure the maintainability of a brake negative pressure when the braking becomes necessary. A vehicle speed threshold value (Va) for returning from the coasting coasting operation to the normal running is set lower than a vehicle speed threshold (Vb) for returning from the coasting coasting operation to the normal running. If the speed (V) of the vehicle is greater than the first of the vehicle speed thresholds (Va), at which times the brake vacuum is more necessary, the vehicle is in neutral mode in coasting mode, meaning that the engine (12) is running, so that then, when braking becomes necessary, the engine (12) is running, whereby the brake vacuum is available. In addition, when the speed (V) of the vehicle is lower than or equal to the vehicle speed threshold (Va), at which times the brake negative pressure is less necessary, the above-mentioned coast shift operation in which the engine (12) is stopped can be performed fuel-efficient overrun operation is possible.

Description

  • TECHNICAL AREA
  • The present invention relates to a driving control apparatus of a vehicle, and more particularly to a technology that satisfies improvements in vehicle fuel consumption and, at the same time, driving performance during an inertia running mode in a vehicle capable of executing an inertia running mode performed with an engine braking force. which is made lower than that of an engine brake running mode.
  • BACKGROUND TECHNOLOGY
  • With respect to a normal drive mode (engine brake running mode) performed while applying engine braking by driven rotation of an engine while power transmission between the engine and drive wheels is coupled, an inertia running mode performed with an engine braking force lower is conceivable as that of a normal driving mode is made to extend a driving distance and improve the fuel consumption of a vehicle. An apparatus described in Patent Document 1 is an example thereof, and if it is determined that an accelerator pedal return operation is performed while driving a vehicle, a clutch disposed in a power transmission path between an engine and drive wheels is disengaged to start the inertia running mode, thereby reducing vehicle fuel consumption is improved. The inertia running mode performed in Patent Document 1 does not discriminate between an inertia running mode performed with a disengaged clutch while the engine rotation is stopped and an inertia running mode performed while the engine is kept rotating.
  • PRINCIPLE OF THE PRIOR ART
  • Patent Document
    • Patent Document 1: Japanese Patent Laid-Open Publication No. 2002-227885
  • SUMMARY OF THE INVENTION
  • Problem to be solved by the invention
  • It is assumed that the inertia running mode of a vehicle has a first inertia running mode performed with the engine stopped and reduced engine braking force compared with the normal running mode, and a second inertia running mode with the engine rotationally held while running and compared with the engine normal driving mode of reduced engine braking force is performed, and the first inertia running mode is advantageous in terms of fuel consumption since the engine is stopped.
  • However, the vehicle described above has a brake booster that boosts a braking force of a brake device by using a negative pressure generated in an intake pipe as a result of the rotation of the engine. For example, when braking is required, the vacuum used by the brake booster, i. H. a brake negative pressure can not be ensured in the first inertia running mode because the engine is stopped. On the other hand, although the brake negative pressure can be ensured since the engine is rotating, the second inertia running mode has a problem in that the vehicle fuel consumption is deteriorated except when the braking is required since the engine is kept in operation. If the brake booster has a vacuum reservoir, a booster function will not be immediately lost even if the engine is stopped; however, the negative pressure is consumed by each braking operation, and the boosting function is reduced.
  • The present invention has been conceived in view of these situations and it is therefore an object of the present invention to provide a driving control apparatus of a vehicle capable of both improving vehicle fuel consumption and ensuring brake negative pressure when braking during an inertia running mode of a vehicle Vehicle is needed.
  • MEDIUM TO SOLVE THE PROBLEM
  • In order to achieve the object, the present invention provides a traveling control apparatus of a vehicle which (a) comprises an engine and a brake booster that amplifies a braking force using a brake negative pressure generated by rotation of the engine. (B) wherein the driving control apparatus of a vehicle has the following performs: a normal drive mode in which the engine is coupled to the drive wheels, a first inertia drive mode in which the engine is stopped while driving and a Engine braking force is reduced compared to the normal driving mode, and a second inertia driving mode in which the engine is kept rotating while driving and the engine braking force compared to the normal driving mode is reduced, wherein the driving control device of a vehicle having a determination section that is configured to a (C) wherein the driving control device of a vehicle has an upper limit of the brake pressure to be determined during the first or the second inertia running mode, the necessity of the brake negative pressure being included as at least one of conditions for returning from the first inertia running mode and the second inertia running mode to the normal driving mode Limit value of the necessity of the brake negative pressure for returning from the first inertia running mode, which is smaller than an upper limit of the necessity of the brake negative pressure for returning from the second inertia running mode s is set.
  • EFFECTS OF THE INVENTION
  • According to the travel control apparatus of a vehicle as configured above, an upper limit value of the brake negative pressure for returning from the first inertia running mode is set smaller than an upper limit value of the brake negative pressure for returning from the second inertia running mode. Therefore, since the second inertia running mode is performed with the rotary engine, when the necessity of the brake negative pressure is relatively large, the engine rotates when the braking is necessary, thereby ensuring the brake negative pressure. When the necessity of the brake negative pressure is relatively small, the first inertia running mode can be performed with the engine stopped, and therefore, the inertia running mode can be performed with good fuel consumption. As a result, the vehicle fuel consumption can be improved and the brake negative pressure can be ensured at the same time when the braking is required during the inertia running mode of the vehicle.
  • Preferably, (a) the determining section determines a necessity of the brake negative pressure such that the necessity of the brake negative pressure is greater when a distance to the preceding vehicle is smaller, so that (b) the necessity of the brake negative pressure is greater when a downward slope on a road surface driving the vehicle is larger, or such that (c) the necessity of the brake negative pressure is greater when a vehicle speed is greater when driving the vehicle. Therefore, the determination section that determines the necessity of the brake negative pressure can predict a frequency of subsequent brake input by a driver during the inertia running mode from the distance to the preceding vehicle, the down gradient of a road surface, or the vehicle speed, and preferably can the stability of the brake input at the time of braking to ensure.
  • Preferably, (a) the first inertia running mode is a coasting inertia running mode that is an inertia running mode that is performed by disconnecting the engine and the driving wheels and stopping the engine while running, and (b) the second inertia running mode is a neutral inertia running mode Inertia driving mode is performed by disconnecting the engine and the drive wheels and operating the engine in a self-sustained manner while driving. Therefore, since the engine and the drive wheels are disconnected during the coasting inertia running mode and the neutral inertia running mode, the engine braking force is almost eliminated and the running distance in the inertia running mode is preferably lengthened.
  • Preferably, (a) the first inertia running mode is a coasting inertia running mode that is an inertia running mode that is performed by disconnecting the engine and the driving wheels and the engine is stopped during the start, and (b) the second inertia running mode is a cylinder resting inertia running mode is stopped by a fuel supply to the engine with the drive wheels coupled to the engine is stopped and the operation of at least one of a piston and intake / exhaust valves in a part of a plurality of cylinders of the engine is stopped, in both the free-wheel inertia running mode and Cylinder rest inertia driving mode reduces the engine braking force compared with the normal driving mode, and therefore, the driving distance is preferably extended in the inertia driving mode.
  • Preferably, the necessity of the brake negative pressure is a magnitude of a negative pressure required to satisfy a boosting effect of the brake booster at the time of a predetermined brake operation, and the vehicle returns to the normal drive mode based on the upper limit of the magnitude of the negative pressure from the inertia running mode.
  • If (a) the necessity of the brake negative pressure during the first inertia running mode becomes greater than the upper limit of the necessity of the brake negative pressure for returning from the first inertia running mode, the vehicle returns from the first inertial running mode to the normal drive mode The need for the brake vacuum during the second inertia running mode is greater than the upper limit of the need for the brake vacuum for returning from the second inertia running mode is, the vehicle from the second inertia driving mode returns to the normal driving mode, and therefore, the brake negative pressure can be preferably ensured when the braking during the inertia driving mode of the vehicle is required.
  • If (a) the necessity of the brake negative pressure during the first inertia running mode becomes greater than the upper limit of the necessity of the brake negative pressure for returning from the first inertial running mode, the vehicle preferably returns from the first inertial running mode to the second inertial running mode; The necessity of the brake negative pressure during the second inertia running mode becomes larger than the upper limit of the necessity of the brake negative pressure for returning from the second inertia running mode, the vehicle returns from the second inertia running mode to the normal driving mode. For example, when the necessity of the brake negative pressure becomes greater than the upper limit of the necessity of the brake negative pressure for returning from the first inertial running mode, the engine braking force is reduced as compared with the normal driving mode, while the necessity of the brake negative pressure between the upper limit value of the necessity of the brake negative pressure for returning the first inertia running mode and the upper limit of the necessity of the brake negative pressure for returning from the second inertia running mode, compared with the case of returning from the first inertia running mode to the normal driving mode, and therefore the vehicle fuel consumption during the inertial driving mode of the vehicle is preferably improved.
  • Although the present invention is preferably applicable to a vehicle having at least one engine as a driving force source and applied to, for example, a vehicle in which the power of the engine is transmitted to wheels via an automatic transmission, the present invention is also a hybrid vehicle applicable, which has in addition to an engine, an electric motor or a motor generator as a driving power source. The engine may be an internal combustion engine that generates power from the combustion of fuel.
  • A clutch device is preferably provided between the engine and the drive wheels to connect and disconnect the power transmission path therebetween, so that the engine can be separated from the drive wheels. Although this clutch device is preferably implemented by using a hydraulic frictional engagement device, such as a hydraulic clutch, arranged in series with the power transmission path, clutches of various types may be used, including electrically controlling a reaction force to connect and disconnect power transmission. A forward clutch is also usable in an automatic transmission having a plurality of clutches and brakes and having a plurality of available shift speeds. For example, the clutch device connecting and disconnecting the power transmission path may be composed of a planetary gear device inserted in the power transmission path and having a pair of rotating elements connected to the power transmission path and a hydraulic brake preventing the rotation of the rotation elements except the one , which is connected by the rotational elements of the planetary gear device with the power transmission path. If the automatic transmission is a belt type continuously variable transmission, as the clutch device, a forward drive engagement device and a reverse drive engagement device of a forward / reverse shift mechanism disposed thereon are used. If the automatic transmission is a parallel shaft type constant mesh transmission, then a sleeve of a synchronous mechanism disposed thereon and an actuator driving the transmission correspond to the clutch device.
  • Preferably, start conditions of the coasting inertia running mode and the neutral inertia riding mode are, for example, that a return operation of an accelerator pedal to a home position or a position in the vicinity thereof is performed in a relatively high speed steady running state in which the power transmission path from the engine to the drive wheels is connected through the clutch wherein the shift speed of the automatic transmission is set to a forward speed equal to or greater than a predetermined high-speed shift speed at the vehicle speed V equal to or greater than a predetermined vehicle speed V1.
  • Preferably, the free-wheeling inertia running mode and the neutral inertia running mode for switching to the engine braking running mode or other running mode are interrupted when at least one of relatively steady speed steady state driving conditions is no longer satisfied and / or when braking operation is performed.
  • Preferably, a non-start condition or a break condition of the free-wheel inertia running mode set as an independent condition may be the one Warm-up is requested, since the engine water temperature is equal to or lower than a predetermined temperature, that an oil pressure must be supplied to a hydraulic control equipment, such as a hydraulic friction engagement device, or that an alternator arranged on the engine needs to generate electricity for a battery. This is for the purpose of preferentially shifting to the neutral inertia running mode, the engine brake running mode, etc., which drives the engine to rotate to perform the warm-up or the charging of the battery.
  • BRIEF DESCRIPTION OF THE DRAWINGS
  • 1 FIG. 12 is a schematic configuration diagram of a vehicle drive device to which the present invention is preferably applied, and a main portion of a control function of an electronic control device. FIG.
  • 2 FIG. 12 is a diagram for explaining three modes of inertial travel related to the invention from the inertial travel generated by the vehicle drive device of FIG 1 is carried out.
  • 3 FIG. 12 is a diagram for explaining a relationship between two inertial travel modes that have returned from inertial travel with respect to a vehicle speed in an inertial travel switching control of the electronic control device 1 ie, a neutral inertia running mode and a free-wheeling inertia running mode.
  • 4 FIG. 10 is a flowchart for explaining a control operation in which a determination is made of the return from the inertia running mode that is executed by the electronic control device of FIG 1 is performed.
  • 5 is a time chart showing the control operation of 4 Since the vehicle speed becomes greater than the vehicle speed determination value for returning from the coasting inertia running mode during the coasting inertia running mode, and the case of returning from the coasting inertia running mode to the normal running mode.
  • 6 is a time chart showing the control operation of 4 Since the vehicle speed becomes greater than the vehicle speed determination value for returning from the neutral inertia running mode during the neutral inertia running mode, the vehicle speed becomes larger than the vehicle speed determination value for returning from the neutral inertia driving mode to the normal driving mode.
  • 7 FIG. 14 is a diagram for indicating an electronic control device of a vehicle drive device indicating another example of the present invention, and FIG 1 equivalent.
  • 8th FIG. 12 is a diagram for indicating a vehicle inter-distance to a preceding vehicle in a vehicle inter-vehicle determining section included in the electronic control device of FIG 7 is arranged.
  • 9 FIG. 10 is a flowchart for explaining a control operation in which a determination is made of the return from the inertia running mode that is executed by the electronic control device of FIG 7 is performed.
  • 10 is a time chart showing the control operation of 9 and showing the case of returning from the coasting inertia running mode to the normal running mode because the inter-vehicle distance becomes equal to or smaller than the inter-vehicle-distance determination value for returning from the coasting inertia running mode during the coasting inertia running mode.
  • 11 is a time chart showing the control operation of 9 and the case of returning from the neutral inertia driving mode to the normal driving mode because the inter-vehicle distance becomes equal to or smaller than the inter-vehicle distance determination value for returning from the neutral inertia driving mode during the neutral inertial driving mode.
  • 12 FIG. 12 is a diagram for indicating an electronic control device of a vehicle drive device indicating still another example of the present invention, and FIG 1 and 7 equivalent.
  • 13 FIG. 12 is a diagram for indicating a downward slope of a road surface in a downward-gradient determination section included in the electronic control device of FIG 12 is arranged.
  • 14 FIG. 10 is a flowchart for explaining a control operation in which a determination is made about returning from the inertia running mode executed by the electronic control device. FIG 12 is performed.
  • 15 is a time chart showing the control operation of 14 and the case of returning from the free-wheel inertia running mode to the normal running mode because the downward-going slope becomes equal to or greater than a grade determination value for returning from the free-wheeling inertia running mode during the coasting inertia running mode.
  • 16 is a time chart showing the control operation of 14 and the case of returning from the neutral inertia driving mode to the normal driving mode because the downward gradient becomes equal to or greater than a gradient determination value for returning from the neutral inertia driving mode during the neutral inertia driving mode.
  • Mode for carrying out the invention
  • Now, an example of the present invention will be described in detail with reference to the drawings.
  • First example
  • 1 FIG. 10 is a schematic configuration diagram of a vehicle drive device. FIG 10 to which the present invention is preferably applied, and a main portion of a control function of an electronic control device 50 that corresponds to its driving control device. The vehicle drive device 10 has a prime mover as a motive power source 12 , which is an internal combustion engine, such as a gasoline engine or a diesel engine, which generates power from the combustion of fuel, and the output of the engine 12 is from an automatic transmission 16 via a differential gear device 18 on left and right drive wheels 20 transfer. A damper device and a power transmission device, such as a torque converter, may be interposed between the engine 12 and the automatic transmission 16 may be arranged, and serving as a driving force source motor-generator may also be disposed therebetween.
  • The engine 12 has an engine control device 30 with various pieces of equipment necessary for the output control of the engine 12 are required, such as an electronic throttle valve and a fuel injection device, and a cylinder quenching device. The electronic throttle valve and the fuel injection device each control an intake air amount and a fuel supply amount, and become substantially dependent on an operation amount of an accelerator pedal 70 , that is, an accelerator opening degree θacc controlled according to a driver's output request amount. The vehicle injector may stop the fuel supply at the time of the disabled accelerator (perform fuel cut F / C) when the accelerator opening degree θacc is 0, even while the vehicle is running. The cylinder resting device may mechanically disconnect intake / exhaust valves of some or all of the plurality of cylinders, for example, eight cylinders, a crankshaft, a clutch mechanism, etc., to stop the valves so that, for example, all the intake / exhaust valves are in a closed valve state or in an open valve state. Since in the fuel cut condition, a pumping loss is reduced when the engine 12 is driven so that it rotates, as a result, an engine braking force is reduced and a driving distance in an inertia driving mode can be extended. Instead of stopping the intake / exhaust valves, the pistons may be disconnected from the crankshaft and stopped.
  • The automatic transmission 16 is a stepped automatic transmission of a planetary gear type, etc., has a plurality of gear stages with different gear ratios e, which are established in response to engaged / disengaged states of a plurality of hydraulic frictional engagement elements devices (clutches and brakes), and by electromagnetic, hydraulic control valves, switching valves, etc., in a hydraulic control device 32 are arranged, subjected to a switching control. A clutch (clutch device) C1 serves as an input clutch of the automatic transmission 16 and also becomes the engagement / disengagement control by the hydraulic control 32 subjected. The clutch C1 corresponds to a connecting / disconnecting clutch, which is the power transmission path between the engine 12 and the drive wheels 20 connects and interrupts. The automatic transmission 16 can be implemented by using a constant-mesh parallel shaft type continuously variable transmission or a belt-type continuously variable transmission, etc. with a forward / reverse shift gear mechanism. In the case of the parallel-shaft constant-mesh step-wave transmission, the power transmission path is interrupted by interrupting the combing of a synchronously meshing device thereof using an actuator, and in the case of the continuously variable transmission, the power transmission path is interrupted by the transmission in the forward / reverse direction. Reverse gear mechanism contained forward and reverse driving engagement devices are disengaged.
  • The drive wheels 20 have wheel brakes 34 and in response to a brake operating force (depression force) Brk of a brake pedal 40 , which is subjected to a depression operation by a driver, a braking force is generated. The brake operating force Brk corresponds to a braking request amount, and in this example, a brake oil pressure is output from a brake master cylinder 44 mechanically via a brake booster 42 generated as a function of the brake actuation force Brk, so that the braking force is generated by the brake oil pressure. The brake booster 42 amplifies the brake operating force Brk by using one by the rotation of the engine 12 generated brake vacuum (negative pressure), and that of the brake master cylinder 44 discharged brake oil pressure is amplified such that a large braking force is obtained.
  • The vehicle drive device configured as described above 10 has an electronic control device 50 , The electronic control device 50 has a so-called microcomputer with a CPU, a ROM, a RAM, an I / O interface, etc. for executing signal processing in accordance with a program previously stored in the ROM while using a temporary memory function of the RAM. The electronic control device 50 is from a brake operation amount sensor 66 is supplied with a signal indicative of the brake operating force Brk (kPa), and is supplied from an accelerator operation amount sensor 68 is supplied with a signal indicative of the accelerator opening amount θacc (%) representing an operation amount of the accelerator pedal 70 is. The electronic control device 15 also comes from an engine speed sensor 72 supplied with a signal that has a speed ME (upm) of the engine 12 indicates, and is from a vehicle speed sensor 74 supplied with a signal indicating a vehicle speed V (km / a). Other various pieces of information required for various controls are also supplied.
  • The electronic control device 15 represents the output control and the rotation stop control of the engine 12 in accordance with the accelerator opening degree θacc and the brake operation amount corresponding to an acceleration intention of the driver, the shift control for controlling the shift speed of the automatic transmission 16 based on a request output based on the accelerator opening degree θacc corresponding to the driver's acceleration intention, or based on the accelerator opening degree θacc and the vehicle speed V from a previously stored shift diagram. In an inertia running state with the accelerator opening degree θacc of zero, a predetermined gear stage in the automatic transmission becomes 16 in response to only the vehicle speed V, etc., and the clutch C1 is kept in the engaged state. In this engine brake running mode, the engine becomes 12 is driven so that it rotates at a predetermined speed, which is determined in dependence of the vehicle speed V and the gear ratio e, and the engine braking force with the size corresponding to the speed is generated. Because the engine 12 is driven so that it rotates at a predetermined speed, the reinforcing effect of the brake operating force Brk is suitably from the brake booster 42 obtained by using the brake negative pressure generated by the engine rotation and the control performance of the braking force from the brake operation is obtained satisfactorily.
  • The electronic control device 15 also has a normal cruise section 52 , a freewheeling inertia ride section 54 , a neutral inertial ride section 56 , an inertial travel determination section 60 and an inertia travel switching control section 64 with a vehicle speed determination section 62 , The normal drive section 52 performs a normal drive mode (hereinafter also referred to as "normal drive"), wherein the clutch C1 is engaged to the power transmission path between the engine 12 and the drive wheels 20 to pair while driving. At the time of the disabled accelerator the normal cruise section leads 52 an engine brake ride mode (hereinafter also referred to as "engine brake ride"), one by a pumping loss and by a friction torque from the driven rotation of the engine 12 generated engine braking is generated as in 2 is shown. During the engine brake ride mode, the engine may 12 are in a fuel cut F / C state in which the fuel supply is stopped; however, the engine will 12 in this example, so as to be in an idling state by supplying a minimum amount of fuel, as in a neutral inertia running mode (hereinafter also referred to as "neutral inertia running"), which will be described later.
  • The free-wheeling inertia section 54 performs a freewheel inertia running mode (hereinafter also referred to as "freewheel inertia travel") (first inertia running mode) in which the clutch C1 is disengaged while the rotation of the engine 12 during an inertia running mode is stopped by the fuel cut F / C at the time of the return operation of the accelerator pedal 70 is carried out. In this case, since the engine braking force becomes smaller than that of the engine brake running mode and the disengagement of the clutch C1 causes the engine braking force to become substantially zero, a reduction in running resistance extends the traveling distance in the inertia running mode, and the fuel consumption can be improved. The neutral inertia section 56 leads the Neutral inertia running mode (second inertia running mode) by disengaging the clutch C1 while rotating the engine 12 is maintained during an inertia running mode without the fuel cut F / C at the time of the return operation of the accelerator pedal 70 is carried out. Also in this case, since the engine braking force becomes smaller than that of the engine brake running mode and the disengagement of the clutch C1 causes the engine braking force to become substantially zero, a reduction in running resistance prolongs the running distance in the inertia running mode and the fuel consumption can be improved; however, fuel is for maintaining the speed of the engine 12 required at the time of the disabled accelerator. The speed NE of the engine 12 at the time of the neutral inertia running mode, that is, at the time of returning the accelerator pedal 70 For example, an idle speed of about 700 rpm after warm-up is, for example, a speed of about 1200 rpm during warm-up or during charging.
  • The inertia travel determination section 60 determines whether an inertia travel start condition is satisfied, for example, whether a return operation of the accelerator pedal 70 to a starting position or a position in the vicinity thereof in a steady driving state at a relatively high speed, in which the power transmission path from the engine 12 to the wheels 20 is connected by the clutch C1, is performed, wherein the shift stage of the automatic transmission 16 is set to a forward speed equal to or greater than a predetermined high-speed shift speed at the vehicle speed V (km / h) equal to or greater than a predetermined speed, and determines a kind of the inertia running mode as the one-way inertia running mode or the neutral inertia running mode determines whether a type of the inertia running mode is the free-wheeling inertia running mode from a state of the engine 12 and a state of the clutch C1, for example, in 2 are shown.
  • The vehicle speed determination section determines whether the vehicle speed sensor 74 detected vehicle speed V is greater than a preset vehicle speed determination value Va, and whether by the vehicle speed sensor 74 detected vehicle speed V is greater than a preset vehicle speed determination value Vb. The vehicle speed determination value Va is an upper limit value of the vehicle speed V set in advance by, for example, an attempt to return from the coasting inertia running mode to the normal running mode during the coasting inertia running mode while the vehicle speed determination value Vb is an upper limit of the vehicle speed V, for example was set by trying to return from the neutral inertia running mode to the normal driving mode during the neutral inertia running mode, and the vehicle speed determination value Va is set smaller than the vehicle speed determination value Vb such that the vehicle speed determination values Va, Vb are set greater than 0 (km / h) (0 < Va <Vb). The vehicle speed determination values Va, Vb are preset upper limit values of the vehicle speed V and correspond to an upper limit value of the magnitude of the negative pressure required to satisfy the boosting effect of the brake booster 42 is required at the time of the predetermined brake operation, ie, an upper limit of the necessity of the brake negative pressure, and for example, when the vehicle speed determination values Va, Vb increase, this results in a larger upper limit of the magnitude of the negative pressure required to satisfy the boosting effect of the brake booster 42 is required at the time of the predetermined brake operation, that is, a larger upper limit of the necessity of the brake negative pressure.
  • In this example, the vehicle speed V indicates a brake input by a driver or a frequency of the brake input, that is, the magnitude of that for promoting the boosting effect of the brake booster 42 At the time of a predetermined brake operation, the negative pressure required by the brake negative pressure is required, and if the vehicle speed V is larger, the probability of a subsequent brake input by a driver becomes higher, thereby increasing the necessity of the brake negative pressure. The vehicle speed determination values Va, Vb are determination values for determining the necessity of the brake negative pressure, and if, for example, the vehicle speed V is equal to or less than the vehicle speed determination value Va during the coasting inertia running mode, then the driver is less likely to perform a subsequent brake input, resulting in a lower brake input When the vehicle speed V is greater than the vehicle speed determination value Va, it is more likely that the driver performs a subsequent brake input, resulting in a higher necessity of the brake negative pressure. The vehicle speed determination section 62 is therefore a means of determining the need for brake vacuum during the free-wheel inertia running mode or the neutral inertia running mode.
  • If the inertia travel starting condition including the return operation of, for example, an accelerator setting operation of the accelerator pedal 70 is satisfied, the inertia travel switching control section switches 64 selectively select a drive mode to one of two drive modes of the free-wheel inertia drive mode and the neutral inertia drive mode based on the vehicle drive state and in accordance with a previously defined relationship. If an inertia travel ending condition is satisfied, the inertia travel switching control section ends 64 the inertia running mode performed until fulfilled. If the inertia travel start condition is not satisfied, the inertia travel switching control section performs 64 the engine brake drive mode (normal drive mode).
  • When the inertia travel determination section 60 determines that the free-wheeling inertia running mode is performed and the vehicle speed determining section 62 determines that the vehicle speed V is greater than the vehicle speed determination value Va, that is, that the necessity of the brake negative pressure is relatively large, then the inertia travel switching control section starts 64 the engine 12 again and engages the clutch C1 to return from the freewheeling inertia driving mode to the normal driving mode. When the inertia travel determination section 60 determines that the free-wheeling inertia running mode is performed, and the vehicle speed determining section 62 determines that the vehicle speed V is equal to or less than the vehicle speed determination value Va, that is, the necessity of the brake negative pressure is relatively small, the inertia travel switching control section performs 64 performing the freewheel inertia running mode.
  • When the inertia travel determination section 60 determines that the neutral inertia running mode is performed, and the vehicle speed determining section 62 determines that the vehicle speed V is greater than the vehicle speed determination value Vb, then the inertia drive control section moves 64 the clutch C1 to return from the neutral inertia driving mode to the normal driving mode. When the inertia travel determination section 60 determines that the neutral inertia running mode is performed, and the vehicle speed determining section 62 determines that the vehicle speed V is equal to or less than the vehicle speed determination value Vb, then the inertia drive control section performs 64 performing the neutral inertia running mode.
  • For a condition of returning from the coasting inertia running mode and the neutral inertia running mode with respect to the vehicle speed V, as in FIG 3 That is, the upper limit of the necessity of the brake negative pressure for returning from the coasting inertia running mode, that is, the vehicle speed determination value (upper limit) Va of the vehicle speed V is smaller than the upper limit value of the brake negative pressure for returning from the neutral inertia running mode, that is, the vehicle speed determination value (upper limit value ) Vb of the vehicle speed V (Va <Vb), and as in (a) of 4 For example, the lower limit of the necessity of the brake negative pressure for returning from the coasting inertia running mode, ie, the lower limit value of the vehicle speed V (for example, 0) may be the same as the lower limit value of the brake negative pressure for returning from the neutral inertia running mode, ie, the lower limit value the vehicle speed V (for example, 0), or as in (b) of 4 12, the upper limit value Va of the vehicle speed V for returning from the coasting inertia running mode may be set to the same value as the lower limit value Va of the vehicle speed V for returning from the neutral inertia running mode.
  • When at least one of the relatively high-speed steady-state determination conditions previously determined with respect to the inertial travel determining section 60 is no longer satisfied, and / or when a brake operation is performed, then the inertia travel switching control section interrupts 64 the coasting inertia running mode and the neutral inertia running mode to switch to the engine brake running mode or another running mode.
  • 4 Fig. 10 is a flowchart for explaining a main portion of the control operation of the electronic control device 50 That is, a control operation of performing a determination of returning from the coasting inertia running mode or the neutral inertia running mode by the inertia travel switching control section 64 for example, based on the determination by the vehicle speed determination section 62 , and returning from the inertia running mode to the normal driving mode. 5 FIG. 13 is a time chart showing the main portion of the control operation of the electronic control device 50 from 4 and shows the case of returning from the coasting inertia running mode to the normal running mode because the vehicle speed V during the coasting inertia running mode is greater than the vehicle speed determining value Va becomes. 6 FIG. 13 is a time chart showing the main portion of the control operation of the electronic control device 50 from 4 and the case of returning from the neutral inertia running mode to the normal driving mode, since the vehicle speed V becomes greater than the vehicle speed determination value Vb during the neutral inertia running mode.
  • In 4 at step S1 (hereinafter, "step" is omitted) corresponding to the inertia travel determination section 60 , determines whether the inertia running start condition is satisfied, ie, whether the inertia running mode (the free-wheel inertia running mode or the neutral inertia running mode) is performed. If the determination of S1 is negative, S1 is repeatedly executed, and if, for example, the depression of the accelerator pedal 70 is changed to OFF at a relatively high speed in the steady running state, as at time t1 of FIG 5 and at time t1 of 6 is specified to start the inertia running mode, the determination in S1 becomes positive and S2, which is the inertia travel determination section 60 corresponds, is executed.
  • At S2, it is determined whether the inertia running mode performed is the coasting inertia running mode or the neutral inertia running mode. If it is determined at S2 that the free-wheel inertia running mode is executed with the clutch C1 set to OFF, and the rotation of the engine 12 as shown, for example, between t2 and t3 in 5 is stopped, then the vehicle speed determining section 62 corresponding S3 executed. Alternatively, if it is determined at S2, that the neutral inertia running mode with the clutch C1 set at OFF and the idling engine 12 is executed, as for example between t2 and t3 in 6 is specified, the vehicle speed determination section 62 corresponding S4 executed.
  • At S3, it is determined whether the vehicle speed V is greater than the vehicle speed determination value Va, that is, whether the possibility of the subsequent brake input by a driver is high and the necessity of the brake negative pressure is relatively large. If the determination S3 is negative, S3 is repeatedly executed, and if, for example, the vehicle speed V at time t3 of FIG 5 becomes larger than the vehicle speed determination value Va and the determination of S3 becomes positive, S5 is executed, which corresponds to the inertia travel switching control section 64 equivalent. At S5, the ignition of the fuel is started as at time t3 of FIG 5 is specified, and the clutch C1 is then engaged to return from the free-wheeling inertia mode to the normal driving mode.
  • At S4, it is determined whether the vehicle speed V is greater than the vehicle speed determination value Vb. If the determination of S4 is negative, S4 is repeatedly executed, and if the vehicle speed V is, for example, at time t4 of FIG 6 becomes greater than the vehicle speed determination value Vb and the determination S4 becomes positive, the inertia travel switching control section becomes 64 corresponding S6 executed. At S6, the clutch C1 becomes as at time t4 of FIG 6 Indicated to return from the neutral inertia driving mode to the normal driving mode.
  • For example, if the free-wheel inertia running mode is performed uniformly, unlike the control operation of the electronic control device 50 from this example, to focus only on fuel consumption, the braking force may be deficient during the travel requiring the brake vacuum, and the deficiency must be compensated, for example by an electronically controlled brake (ECB, etc.) having a differential from the brake vacuum Braking force generated, or a vacuum pump is provided separately, as the vacuum source of the brake booster 42 serves, which leads to a cost increase. Since in the control operation of the electronic control device 50 This example in accordance with the vehicle speed determination section 52 depending on whether the vehicle speed V is greater than the vehicle speed determination value Va, that is, whether the necessity of the brake negative pressure is large, the freewheeling inertia running mode is continued or returned from the freewheeling inertia running mode to the normal drive mode, the necessity of an ECB device and a negative pressure pump is eliminated or their use can be avoided, thereby allowing downsizing, and therefore, the cost increase can be suppressed.
  • As described above, according to the in the vehicle drive device 10 This example contained electronic control device 50 the vehicle speed determination value Va of the vehicle speed V for returning from the coasting inertia running mode to the normal driving mode is set smaller than the vehicle speed determining value Vb of the vehicle speed V for returning from the neutral inertia driving mode to the normal driving mode. Since this makes it possible for the inertia travel switching control section 64 of the vehicle speed determining section 62 has performed the neutral inertia running mode in which the engine 12 is rotated when the vehicle speed V is greater than the vehicle speed determination value Va and the necessity of the brake negative pressure is relatively large, the engine becomes 12 rotated when braking is required, whereby the brake vacuum is ensured. When the vehicle speed V is equal to or less than the vehicle speed determination value Va, and the necessity of the brake negative pressure is relatively small, then the stopped-inertia running mode with the engine stopped 12 can be performed, and therefore the inertia driving mode can be performed with good fuel consumption. As a result, the vehicle fuel consumption can be improved, and the brake negative pressure can be ensured when the braking is required at the same time during the inertia driving mode of the vehicle.
  • According to the electronic control device 50 used in the vehicle drive device 10 of this example, the vehicle speed determining section determines 62 in that the necessity of the brake negative pressure is large when the vehicle speed V during the running of the vehicle is greater than the vehicle speed determination value Va. Therefore, the vehicle speed determination section 62 predict the subsequent brake input by a driver during the inertia running mode or a frequency of the brake input from the vehicle speed V, and can preferably ensure the stability of the brake input at the time of braking.
  • According to the electronic control device 50 used in the vehicle drive device 10 In this example, the coasting inertia running mode is the inertia running mode performed by the power transmission path between the engine 12 and the drive wheels 20 is interrupted and the engine 12 is stopped while driving, and the neutral inertia running mode is the inertia running mode, which is performed by the power transmission path between the engine 12 and the drive wheels 20 is interrupted and the engine 12 while driving in a self-sustaining way is operated. Because of this, the power transmission path between the engine 12 and the drive wheels 20 is interrupted during the free-wheel inertia running mode and the neutral inertia running mode, the engine braking force is almost eliminated and the traveling distance in the inertia running mode is preferably lengthened.
  • If according to the electronic control device 50 used in the vehicle drive device 10 In this example, the vehicle speed V during the coasting inertia running mode becomes greater than the vehicle speed determination value Va for returning from the coasting inertia running mode, the vehicle returns from the coasting inertia running mode to the normal riding mode, whereas when the vehicle speed V is greater than the vehicle speed determination value Vb during the neutral inertia running mode for returning from the neutral inertia running mode, the vehicle is returned from the neutral inertia driving mode to the normal driving mode, and therefore, the brake negative pressure can be preferably ensured when the braking is required during the inertial driving mode of the vehicle.
  • Now, another example of the present invention will be described based on the drawings. In the following description, the common portions are denoted by the same reference numerals and will not be described.
  • Second example
  • As in 7 is shown, an electronic control device (driving control device) differs 76 the vehicle drive device 10 this example of the electronic control device 50 of the first example in that in the electronic control device 50 arranged vehicle speed determination section 62 by a vehicle inter-distance determining section 78 is replaced, and with the exception of this point, it is substantially the same as the electronic control device 50 of the first example. As in 7 and 8th is shown, has the vehicle drive device 10 the electronic control device 76 , which is supplied with a signal having a vehicle inter-distance (distance) D to a preceding vehicle 84 by a at a front portion of the vehicle 80 arranged forward radar device 82 indicates.
  • The vehicle inter-distance determining section 78 determines whether by the forward radar device 82 detected inter-vehicle distance D is equal to or smaller than a preset inter-vehicle distance determination value Dα, and whether by the forward radar device 82 detected inter-vehicle distance D is equal to or smaller than a preset inter-vehicle distance determination value Dβ. The inter-vehicle distance determination value Dα is a lower limit value of the inter-vehicle distance D set in advance by, for example, an attempt to return from the coasting inertia running mode to the normal driving mode during the coasting inertia running mode while the inter-vehicle-distance determining value Dβ is a lower limit of the inter-vehicle distance D, which is set in advance by, for example, an attempt to return from the neutral inertia driving mode to the normal driving mode during the neutral inertia driving mode, and the inter-vehicle distance determination value Dβ is set smaller than the inter-vehicle distance determination value Dα. The inter-vehicle distance determination values Dα, Dβ are preset lower limit values of the inter-vehicle distance D and correspond to an upper limit value of the magnitude of the amount to satisfy the boosting effect of the brake booster 42 At the time of a predetermined limit operation, a negative pressure required, ie, an upper limit of the necessity of the brake negative pressure, and for example, when the inter-vehicle distance determination values Dα, Dβ become smaller, results in a larger upper limit of the magnitude of the amount to satisfy the boosting effect of the brake booster 42 At the time of the predetermined brake operation required negative pressure, ie a larger upper limit of the need for the brake vacuum.
  • In this example, the inter-vehicle distance D is used for a subsequent brake input by a driver that is in collision with the preceding vehicle 84 avoids or predicting a frequency of brake input, that is, the size of the brake booster to fulfill the boosting effect 42 indicate the negative pressure required at the time of a predetermined brake operation, which is the necessity of the brake negative pressure, and if the inter-vehicle distance D is smaller, the likelihood of the subsequent brake input by a driver becomes higher, whereby the necessity of the brake negative pressure increases. The inter-vehicle distance determination values Dα, Dβ are determination values for determining the necessity of the brake negative pressure, and if, for example, the inter-vehicle distance D is larger than the inter-vehicle distance determination value Dα during the coasting inertia running mode, the driver is less likely to perform a subsequent brake input, resulting in a lower need for the brake negative pressure whereas, when the inter-vehicle distance D is equal to or smaller than the inter-vehicle distance determination value Dα, the driver is more likely to perform a subsequent brake input, resulting in a higher necessity of the brake negative pressure. The vehicle inter-vehicle determining section 78 is therefore a means for determining the necessity of the brake vacuum during the coasting inertia running mode or the neutral inertia running mode.
  • When the inertia travel determination section 60 determines that the free-wheel inertia running mode is performed, and the inter-vehicle-distance determining section 78 determines that the inter-vehicle distance D is equal to or smaller than the inter-vehicle distance determination value Dα, that is, that the necessity of the brake negative pressure is relatively large, then the inertia travel switching control section starts 64 of the vehicle inter-space determining section 78 has, the engine 12 again, engaging the clutch C1 to return from the coasting inertia running mode to the normal running mode. When the inertia travel determination section 60 determines that the free-wheel inertia running mode is performed, and the inter-vehicle-distance determining section 78 determines that the inter-vehicle distance D is greater than the inter-vehicle distance determining section Dα, that is, that the necessity of the brake negative pressure is relatively small, then the inertia running control section proceeds 64 with performing the freewheel inertia running mode.
  • When the inertia travel determination section 60 determines that the neutral inertia running mode is performed, and the inter-vehicle distance determination distance 78 determines that the inter-vehicle distance D is equal to or smaller than the inter-vehicle distance determination value Dβ, then brings the inertia drive control section 64 of the vehicle inter-space determining section 78 has the clutch C1 engaged to return from the neutral inertia driving mode to the normal driving mode. When the inertia travel determination section 60 determines that the neutral inertia running mode is performed, and the inter-vehicle distance determination section 78 determines that the inter-vehicle distance D is greater than the inter-vehicle distance determination value Dβ, then the inertia travel control section proceeds 64 with performing the neutral inertia running mode.
  • 9 Fig. 10 is a flowchart for explaining a main portion of the control operation of the electronic control device 76 That is, a control operation of performing a determination of returning from the coasting inertia running mode or the neutral inertia running mode by the inertia travel switching control section 64 based on the determination by the inter-vehicle determination section 78 , and returning from the inertia running mode to the normal driving mode. 10 FIG. 13 is a time chart showing the main portion of the control operation of the electronic control device 76 from 9 and shows the case of returning from the free-wheel inertia running mode to the normal one Driving mode, because the inter-vehicle distance D becomes equal to or smaller than the inter-vehicle distance determination value Dα during the coasting inertia running mode. 11 FIG. 13 is a time chart showing the main portion of the control operation of the electronic control device 76 from 9 and shows the case of returning from the neutral inertia running mode to the normal driving mode because the inter-vehicle distance D during the neutral inertia running mode becomes equal to or smaller than the vehicle-inter-distance determining value Dβ.
  • In 9 becomes S11, which is the inertia travel determination section 60 , determines whether the inertia running start condition is satisfied, ie, whether the inertia running mode (the free-wheel inertia running mode or the neutral inertia running mode) is performed. If the determination of S11 is negative, S11 is repeatedly executed, and if, for example, the depression of the accelerator pedal 70 is changed to OFF in the steady running state at a relatively high speed to start the inertia running mode, the determination of S11 becomes positive, and S12, the inertia travel determination section 60 corresponds, is executed.
  • At S12, it is determined whether the inertia running mode performed is the free-wheeling inertia running mode. If it is determined at S12 that the coasting inertia running mode is executed with the clutch C1 set to OFF and the fuel injection is set to OFF, such as between t1 and t2 in FIG 10 is indicated, the determination of S12 is positive and S13 is the vehicle inter-distance determining section 78 corresponds, is executed. Alternatively, if it is determined at S12 that the neutral inertia running mode is executed with the clutch set to OFF and the engine 12 is brought into the idle state, as for example between t3 and t4 in 11 is specified, the determination of S12 is negative, and S14 is the vehicle inter-distance determining section 78 corresponds, is executed.
  • At S13, it is determined whether the inter-vehicle distance D is equal to or less than the inter-vehicle distance determination value Dα, that is, whether the likelihood of subsequent brake input by a driver is high and the necessity of the brake negative pressure is relatively large. If the determination at S13 is negative, S13 is repeatedly executed, and if, for example, the inter-vehicle distance D is equal to or less than the inter-vehicle distance determination value Dα at time t2 of FIG 10 and the determination of S13 becomes affirmative, S15 is executed which corresponds to the inertia travel switching control section 64 equivalent. At S15, the ignition of the fuel is started to the engine 12 to start again, as after time t2 of 10 is specified, and the clutch C1 is then set to ON to return from the free-running inertia driving mode to the normal driving mode.
  • At S14, it is determined whether the inter-vehicle distance D is equal to or less than the inter-vehicle distance determination value Dβ. If the determination of S14 is negative, S14 is repeatedly executed, and if, for example, the inter-vehicle distance D is equal to or less than the inter-vehicle distance determination value Dβ at time t4 in FIG 11 and the determination of S14 becomes affirmative, S16 is executed, which corresponds to the inertia travel switching control section 64 equivalent. At S16, the clutch C1 is set to ON, as at time t4 of FIG 11 is specified to return from the neutral inertia driving mode to the normal driving mode.
  • As described above, the inter-vehicle determination section determines 78 according to the electronic control device 76 used in the vehicle drive device 10 of this example, the necessity of the brake negative pressure is relatively large when the inter-vehicle distance D to the preceding vehicle 84 is equal to or less than the vehicle inter-space determination value Dα. Therefore, the inter-vehicle-distance determining section may 78 the subsequent brake input by a driver during the inertia running mode or a frequency of the brake input from the inter-vehicle distance D to the preceding vehicle 84 predict and can preferably ensure the stability of the brake input at the time of braking.
  • Third example
  • As in 12 is shown, an electronic control device (cruise control device) is different 86 the vehicle drive device 10 this example of the electronic control device 50 of the first example in that in the electronic control device 50 arranged vehicle speed determination section 62 by a downward slope determination section 88 is replaced, and is substantially the same as the electronic control device except for this point 50 of the first example. The electronic control device 86 is supplied with a signal indicative of a downward slope (angle) Ф of a road surface R from a lane gradient sensor 90 indicates, for example, detects a longitudinal acceleration. The downward slope Ф has a positive value at a downward slope, as in 13 and is negative at an upward slope.
  • The downward slope determination section 88 determines if that through the roadway gradient sensor 90 detected downward gradient Ф is equal to or greater than a preset inclination determination value α, and if that by the road surface gradient sensor 90 detected downward gradient Ф is equal to or greater than a preset slope determination value β. The grade determination value α is upper limit value of the downward slope Ф set in advance by, for example, an attempt to return from the free-wheel inertia running mode to the normal running mode during the free-wheel inertia running mode, while the grade determination value β is an upper limit value of the downward gradient Ф is set to return from the neutral inertia running mode to the normal driving mode during the neutral inertia running mode, and the grade determination value α is set smaller than the grade determination value β. The grade determination values α, β are the preset upper limit values of the downward gradient Ф and correspond to an upper limit value of the magnitude of that for satisfying the boosting effect of the brake booster 42 A negative pressure required at the time of a predetermined brake operation, ie, an upper limit of the necessity of the brake negative pressure, and for example, when the gradient determination values α, β become larger, results in a larger upper limit of the magnitude of the amount to satisfy the boosting effect of the brake booster 42 At the time of the predetermined brake operation required negative pressure, ie a larger upper limit of the need for the brake vacuum.
  • In this example, the downhill gradient Ф is used to predict the subsequent brake input by a driver or a frequency of brake input, ie, the magnitude of to satisfy the boosting effect of the brake booster 42 indicate the negative pressure required at the time of a predetermined brake operation, which is the necessity of the brake negative pressure, and if the downward gradient Ф is larger, the likelihood of a subsequent brake input by a driver becomes higher, whereby the necessity of the brake negative pressure increases. The grade determination values α, β are determination values for determining the necessity of the brake negative pressure, and if, for example, the downward gradient Ф is smaller than the grade determination value α during the free-wheel inertia running mode, the driver is less likely to perform a subsequent brake input, resulting in less need for the brake negative pressure while when the downward gradient Ф is equal to or greater than the grade determination value α, the driver is more likely to perform a subsequent brake input, resulting in a higher necessity of the brake negative pressure. The downward slope determination section 88 is therefore a means for determining the necessity of the brake vacuum during the coasting inertia running mode or the neutral inertia running mode.
  • When the inertia travel determination section 60 determines that the freewheel inertia running mode is performed, and the downward slope determination section 88 determines that the downward gradient Ф is equal to or greater than the gradient determination value α, that is, that the necessity of the brake negative pressure is relatively large, the cruise control section starts 64 of the downhill determination section 88 has, the engine 12 again, engaging the clutch C1 to return from the coasting inertia running mode to the normal running mode. When the inertia travel determination section 60 determines that the freewheel inertia running mode is performed, and the downward slope determination section 88 determines that the downward gradient Ф is smaller than the gradient determination value α, that is, the necessity of the brake negative pressure is relatively small, the inertia travel switching control section is traveling 64 thus, to carry out the free-wheeling inertia running mode.
  • When the inertia travel determination section 60 determines that the neutral inertia running mode is performed, and the downward slope determination section 88 determines that the downward gradient Ф is equal to or greater than the gradient determination value β, then brings the inertia drive control section 64 of the downhill determination section 88 has the clutch C1 engaged to return from the neutral inertia driving mode to the normal driving mode. When the inertia travel determination section 60 determines that the neutral inertia running mode is performed, and the downward slope determination section 88 determines that the downward gradient Ф is smaller than the gradient determination value β, then the inertia travel switching control section moves 64 to continue to perform the neutral inertia running mode.
  • 14 Fig. 10 is a flowchart for explaining a main portion of the control operation of the electronic control device 86 That is, a control operation of performing a determination of returning from the coasting inertia running mode or the neutral inertia running mode by the inertia travel switching control section 64 based on the determination by the downward slope determination section 88 , and the return of that Inertia driving mode to the normal driving mode. 15 FIG. 13 is a time chart showing the main portion of the control operation of the electronic control device 86 from 14 and shows the case of returning from the coasting inertia running mode to the normal running mode, because the downhill gradient Ф during the coasting inertia running mode becomes equal to or greater than the grade determination value α. 16 FIG. 13 is a time chart showing the main portion of the control operation of the electronic control device 86 from 14 and shows the case of returning from the neutral inertia driving mode to the normal driving mode, because the downward gradient Ф during the neutral inertia running mode becomes equal to or greater than the gradient determination value β.
  • In 14 at S21, which is the inertial travel determination section 60 , determines whether the inertia running start condition is satisfied, ie, whether the inertia running mode (the free-wheel inertia running mode or the neutral inertia running mode) is performed. If the determination of S21 is negative, S21 is repeatedly executed, and if, for example, the depression of the accelerator pedal 70 is changed to OFF in the steady state running at relatively high speed to start the inertia running mode, the determination at S21 becomes positive, and S22, the inertia travel determination section 60 corresponds, is executed.
  • At S22, it is determined whether the inertia running mode performed is the free-wheeling inertia running mode. If it is determined at S22 that the coasting inertia running mode is executed while the clutch C1 is set to OFF, and the fuel injection is set to OFF, such as between t1 and t2 in FIG 15 is specified, the determination of S22 is positive, and S23 is the downward slope determination section 88 corresponds, is executed. Alternatively, if it is determined at S22 that the neutral inertia running mode is executed while the clutch C1 is set to OFF and the engine 12 is brought into the idle state, as for example between t3 and t4 in 16 is specified, the determination in S22 is negative, and S24 is executed, which is the downward slope determination section 88 equivalent.
  • At S23, it is determined whether the downward gradient Ф is equal to or greater than the grade determination value α, ie, whether the probability of subsequent brake input by a driver is high and the necessity of the brake negative pressure is relatively large. If the determination of S23 is negative, S23 is repeatedly executed, and if, for example, at time t2 of FIG 15 the downward gradient Ф becomes equal to or greater than the gradient determination value α, that is, the necessity of the brake negative pressure becomes relatively large, and the determination at S23 becomes positive, S25 is executed which corresponds to the inertia travel switching control section 64 equivalent. At S25, the ignition of the fuel is started to the engine 12 to start again, as after time t2 of 15 is indicated, and the clutch C1 is then engaged to return from the free-wheeling inertia mode to the normal driving mode.
  • At S24, it is determined whether the downward gradient Φ is equal to or greater than the grade determination value β. If the determination at S24 is negative, S24 is repeatedly executed, and if, for example, the downward gradient Φ is equal to or greater than the gradient determination value β at time t4 of FIG 16 and the determination of S24 becomes positive, S26 is executed, which corresponds to the inertia travel switching control section 64 equivalent. At S26, the clutch C1 is engaged, as at time t4 of FIG 16 is specified to return from the neutral inertia driving mode to the normal driving mode.
  • As described above, the downward slope determination section determines 88 according to the electronic control device 86 used in the vehicle drive device 10 According to this example, the necessity of the brake negative pressure is relatively large when the downward gradient Φ is equal to or greater than the gradient determination value α on the road surface R at which the vehicle is running. Therefore, the downward slope determination section 88 predict the subsequent brake input by a driver during the inertia running mode or a frequency of the brake input from the downslope Φ of the road surface R, and can preferably ensure the stability of the brake input at the time of braking.
  • Although the examples of the present invention have been described in detail with reference to the drawings, the present invention is applied to other forms.
  • Although the neutral inertia running mode is used as the second inertia running mode that is performed while the engine is running 12 is kept rotating and the engine braking force is reduced compared to the normal driving mode in the examples, the second inertia running mode may be, for example, a cylinder resting inertia running mode in which the fuel supply to the engine 12 is stopped, the engine 12 to the drive wheels 20 while the cylinder resting device controls the operation of at least one of a piston and intake / exhaust valves in a portion of the plurality of cylinders of the engine 12 stops. As a result, a pumping loss is reduced when the combustion engine 12 is driven so that it rotates in the fuel cut state, and the engine braking force is reduced compared to the normal driving mode, the driving distance is extended in the inertia driving mode.
  • In the examples, the necessity of the brake negative pressure in the first example is indicated by the vehicle speed V, in the second example by the inter-vehicle distance D, and in the third example by the downward-gradient Φ; however, the necessity of the brake negative pressure may be considered as a factor in meeting the boosting effect of the brake booster 42 Vacuum required at the time of a predetermined braking operation. For example, when the vehicle speed becomes higher as the inter-vehicle distance D becomes smaller or when the downward-gradient Φ becomes larger, a magnitude of that for satisfying the boosting effect of the brake booster decreases 42 At the time of a predetermined braking operation required negative pressure.
  • Although the downhill gradient Φ in the examples by the road surface gradient sensor 90 is obtained, such as a G-sensor, which detects a longitudinal acceleration, a means for determining the information of the downward slope Φ is not on the Fahrbahngefällesensor 90 limited. For example, the downward gradient Φ may be based on the actual driving force or the throttle valve opening degree of the engine 12 and the vehicle speed from an advance stored relationship between a driving force or a throttle valve opening degree of the engine 12 and a vehicle speed of a flat road, or based on a current position, from a map information stored in advance.
  • Although the vehicle speed determination values Va, Vb in the inter-vehicle distance determination values Dα, Dβ and the grade determination values α, β are predefined constant values in examples, the vehicle speed determination values Va, Vb, the inter-vehicle distance determination values Dα, Dβ, and the grade determination values α, β may be, for example, a function of a vehicle condition, may be a battery residual amount, an engine water temperature, or a necessity of oil pressure, and the determination values may be variably set in consideration thereof. The variable setting may vary the vehicle speed determination values Va, Vb, the inter-vehicle distance determination values Dα, Dβ, and the grade determination values α, β continuously or in stages including two stages, and is defined in advance based on a data map, a calculation equation, and so on. For example, the function is set such that the vehicle speed determination values Va, Vb and the grade determination values α, β become smaller in accordance with a decrease in the battery residual amount or the engine water temperature or an increase in the necessity of oil pressure. The function is set such that the vehicle intermediate determination values Dα, Dβ increase in accordance with a decrease in the battery residual amount or the engine water temperature or an increase in the necessity of oil pressure.
  • In the examples, during the coasting inertia running mode, it is determined that the vehicle speed V is greater than the vehicle speed determination value Va, or that the inter-vehicle distance D is equal to or less than the inter-vehicle distance determination value Dα, or the downward-gradient Φ is equal to or greater than the grade determination value α , then the vehicle returns from the free-wheel inertia drive mode to the normal drive mode; however, for example, when it is determined during the coasting inertia running mode that the vehicle speed V is greater than the vehicle speed determination value Va, or that the inter-vehicle distance D is equal to or smaller than the inter-vehicle distance determination value Dα, or the downward-gradient Φ is equal to or greater than the inclination determination value α, then the vehicle may return from the free-wheel inertia drive mode to the neutral inertia drive mode. As a result, for example, as compared with the examples, when the vehicle speed V is in a range larger than the vehicle speed determination value Va and equal to or smaller than the vehicle speed determination value Vb, or when the inter-vehicle distance D is in a range larger than that Vehicle inter-vehicle determination value Dβ and equal to or smaller than the inter-vehicle distance determination value Dα, or when the downward-gradient Φ is in a range equal to or greater than the grade determination value α and smaller than the grade determination value β, the neutral inertia traveling mode is performed, in which the power transmission path between the combustion engine 12 and the drive wheels is interrupted, and therefore the vehicle fuel consumption is preferably improved during the inertial driving mode of the vehicle.
  • If at the electronic control devices 50 . 76 and 86 of the examples, the vehicle speed V is equal to or less than the vehicle speed determination value Va (Va ≦ V), or when the inter-vehicle distance D is smaller than the inter-vehicle distance determination value Dα (D <Dα), or if the down-grade Φ is smaller than the grade determination value α (Φ <α), then both the neutral inertia running mode and the free-wheeling inertia running mode may be performed; however, for example, if the vehicle speed V is equal to or less than the vehicle speed determination value Va, or if the inter-vehicle distance D is smaller than the inter-vehicle distance determination value Dα, or if the down-grade Φ is smaller than the grade determination value α, then such control may be provided that the Freewheel inertia mode is selected. As a result, the coasting inertia running mode is selected at a position where the necessity of the brake negative pressure is relatively small, and therefore the inertia running mode can be performed with good fuel consumption.
  • The above description is merely one embodiment, and the present invention may be implemented in variously modified and improved forms based on the skill of the art.
  • reference numeral
  • LIST OF REFERENCE NUMBERS
  • 12
    combustion engine
    20
    drive wheels
    42
    Brake booster
    50, 76, 86
     Electric control device (driving control device)
    52
    Normal Leg
    54
    Free-run inertia running portion
    56
    Neutral inertia running portion
    62
    Vehicle speed determining section
    64
    Inertia running switching control section
    78
    Vehicle distance determining section
    84
    Previous vehicle
    88
    Down-gradient determining portion
    D
    Vehicle distance
    R
    road surface
    V
    vehicle speed
    Φ
    downward slope
    Va, Vb
    Vehicle speed determination value (upper limit value)
    Dα, Dβ
    Vehicle distance determination value (upper limit value)
    α, β
    Slope determination value (upper limit)

Claims (5)

  1.  A driving control apparatus of a vehicle having an engine and a brake booster that amplifies a braking force using a brake negative pressure generated by rotation of the engine, the drive control apparatus of a vehicle having a first driving mode in which the engine is coupled to the drive wheels Inertia driving mode in which the engine is stopped while running and an engine braking force compared to the normal driving mode is reduced, and performs a second inertia driving mode in which the engine is kept rotating while driving and the engine braking force is reduced compared to the normal driving mode, wherein the travel control device of a vehicle has a determination section configured to determine a necessity of the brake negative pressure during the first or the second inertia running mode, the necessity of braking pressure is included as at least one of conditions for returning from the first inertia running mode and the second inertia running mode to the normal driving mode, wherein the driving control device of a vehicle has an upper limit of the need for the brake negative pressure to return from the first inertial driving mode, which is smaller than an upper limit of Need of the brake vacuum for returning from the second inertia driving mode is set.
  2.  A travel control device of a vehicle according to claim 1, wherein the determining section determines a necessity of the brake negative pressure such that the necessity of the brake negative pressure is greater when a distance to a preceding vehicle is narrower the need for brake vacuum is greater when a downward slope on a road surface on which the vehicle is traveling is greater, or that the necessity of the brake negative pressure is greater when a vehicle speed is higher when the vehicle is running.
  3. The running control device of a vehicle according to claim 1, wherein the first inertia running mode is a coasting inertia running mode that is an inertia running mode that is performed by disconnecting the engine and the driving wheels and stopping the engine while driving, and wherein the second inertia running mode is on Neutral inertia running mode, which is an inertia running mode performed by disconnecting the engine and the drive wheels, and the Engine is operated while driving in a self-sustaining way.
  4.  A driving control apparatus of a vehicle according to claim 1 or 2, wherein the first inertia running mode is a free-wheeling inertia running mode that is an inertia running mode that is performed by disconnecting the engine and the drive wheels and stopping the engine while running, and wherein the second inertia running mode is a cylinder resting inertia running mode that is performed by stopping the fuel supply to the engine with the engine coupled to the drive wheels, and stopping the operation of at least one of a piston and intake / exhaust valves in a part of a plurality of cylinders of the engine becomes.
  5.  A driving control apparatus of a vehicle according to any one of claims 1 to 4, wherein the necessity of the brake negative pressure is a magnitude of a negative pressure required to satisfy a boosting effect of the brake booster at the time of the predetermined brake operation.
DE112012007072.0T 2012-10-31 2012-10-31 Vehicle traveling control device Pending DE112012007072T5 (en)

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